Evasive steering assist with a pre-active phase

ABSTRACT

Techniques and systems are described that enable evasive steering assist (ESA) with a pre-active phase. An ESA system predicts that a collision with an object is imminent and enters a pre-active phase. The pre-active phase causes a required drop in steering force to occur prior to determining that the collision is imminent. At a later time, the ESA system determines that the collision is imminent and enacts an active phase. The active phase causes a steering force effective to avoid the collision. By enacting the pre-active phase prior to the determination of the imminent collision, the ESA system may provide the additional steering force needed to avoid the collision without delay while simultaneously shielding a driver of vehicle from feeling the drop in steering force.

BACKGROUND

Driver-assistance technologies are increasingly implemented in vehiclesto increase safety. Evasive steering assist (ESA) is onedriver-assistance technology that enables vehicles to automaticallysteer to avoid collisions with objects. For example, a vehicle maydetermine that a collision with an object is imminent and provide asteering force to the vehicle to avoid the object.

When activated, however, ESA systems will often necessitate a drop insteering force provided by the system prior to providing an additionalsteering force needed to avoid the object. This drop not only causes adelay in providing the additional steering force but may also bedisconcerting for a driver of the vehicle (e.g., they may feel as thoughthe power steering has failed).

SUMMARY

Aspects described below include a method of evasive steering assist(ESA) that is performed by a vehicle. The method comprises ascertaining,based on sensor data received from one or more sensors that are local tothe vehicle, at least one of a state or an environment of the vehicleover time. The method also comprises predicting, based on the state orthe environment of the vehicle at a first time, that a collision with anobject is imminent, entering, based on the prediction that the collisionwith the object is imminent, a pre-active phase, and causing, during thepre-active phase, a power-steering system to adjust a steering forceprovided by the power-steering system. The method further comprisesdetermining, based on the state or the environment of the vehicle at asecond time, that the collision with the object is imminent, entering,based on the determination that the collision with the object isimminent, an active phase, and causing, during the active phase, thepower-steering system to adjust the steering force effective to steerthe vehicle to avoid the collision with the object.

Aspects described below also include a system for ESA of a vehicle. Thesystem comprises one or more sensors configured to produce sensor dataindicating at least one of a state of the vehicle over time or anenvironment of the vehicle over time. The system additionally comprisesa power-steering system configured to provide a steering force to thevehicle. The system also comprises at least one processor and at leastone computer-readable storage medium comprising instructions that, whenexecuted by the processor, cause the system to predict, based on thestate or the environment of the vehicle at a first time, that acollision with an object is imminent. The instructions further cause thesystem to enter, based on the prediction that the collision with theobject is imminent, a pre-active phase and cause, during the pre-activephase, the power-steering system to adjust the steering force. Theinstructions also cause the system to determine, based on the state orthe environment of the vehicle at a second time, that the collision withthe object is imminent, enter, based on the determination that thecollision with the object is imminent, an active phase; and cause,during the active phase, the power-steering system to adjust thesteering force effective to steer the vehicle to avoid the collisionwith the object.

BRIEF DESCRIPTION OF THE DRAWINGS

Apparatuses and techniques enabling evasive steering assist (ESA) with apre-active phase are described with reference to the following drawings.The same numbers are used throughout the drawings to reference likefeatures and components:

FIG. 1 illustrates an example process flow of ESA with a pre-activephase;

FIG. 2 illustrates an example illustration a trajectory and steeringforces of a vehicle during ESA with a pre-active phase;

FIG. 3 illustrates example data flows of inactive and pre-active phasesof ESA and a transition therebetween;

FIG. 4 illustrates example data flows of pre-active and active phases ofESA and a transition therebetween;

FIG. 5 illustrates an example ESA system configured to perform ESA witha pre-active phase; and

FIG. 6 illustrates an example method of ESA with a pre-active phase.

DETAILED DESCRIPTION

Overview

Evasive steering assist (ESA) systems enable vehicles to determine thatcollisions with objects are imminent and provide steering forces inorder to avoid the collisions. Often times, however, these systems (orportions thereof) require a drop in steering force provided by thesystems when enacted. The drop in steering force causes delays inapplying additional steering forces needed to avoid the collisions whilesimultaneously causing drivers a perception of loss of steering support.

Techniques and systems are described that enable ESA with a pre-activephase. An ESA system predicts that a collision with an object isimminent and enters a pre-active phase. The pre-active phase causes therequired drop in steering force to occur prior to determining that thecollision is imminent. At a later time, the ESA system determines thatthe collision is imminent and enacts an active phase. The active phasecauses a steering force effective to avoid the collision. By enactingthe pre-active phase prior to the determination of the imminentcollision, the ESA system may provide the additional steering forceneeded to avoid the collision without delay while simultaneouslyshielding a driver of vehicle from feeling the drop in steering force.

Example Process Flow

FIG. 1 is an example process flow 100 of ESA with a pre-active phase.The process flow 100 is generally implemented by an ESA system 102 of avehicle 104, which is discussed further in regard to FIG. 5.

The process flow 100 starts with the ESA system 102 in an inactive phase106. In the inactive phase 106, the ESA system 102 is inactive such thatvehicle 104 is operating in a standard driving mode (e.g., standardpower steering force). In the illustrated example, the vehicle 104 is anobject 108. Although the ESA system 102 is considered to be inactiveduring the inactive phase 106, it may still monitor aspects of thevehicle and the environment of the vehicle.

As the vehicle 104 approaches the object 108, the ESA system 102, whilein the inactive phase 106, predicts that a collision with the object 108is imminent (prediction 110). The prediction 110 may be based on sensordata from one or more sensors of the vehicle 104. For example, theprediction 110 may be in response to the ESA system 102 detecting that aforward collision warning (FCW) is active. The prediction 110 mayfurther be based on detecting that a driver input to a steering wheel ofthe vehicle 104 has surpassed a threshold (e.g., a rapid angularvelocity or acceleration is detected). It should be noted that theprediction 110 would not cause a conventional ESA system to activateand/or provide additional steering forces.

Based on the prediction 110, the ESA system 102 enters a pre-activephase 112. The pre-active phase 112 causes a power-steering system ofthe vehicle to drop a steering force provided by the power-steeringsystem and then ramp up to a pre-active steering force. The pre-activesteering force may correspond to that of the inactive phase 106 (e.g., astandard power steering force) or may be slightly above that of theinactive phase 106. If the pre-active steering force is configured to behigher than that of the inactive phase 106, the additional steeringforce is generally not enough to be felt by the driver. For example, theadditional steering force (on top of the standard power steering force)may correspond to less than five Newton-meters (Nm) at the steeringwheel. It should be noted that conventional ESA systems do not includethe pre-active phase 112 and, therefore, these other systems cause anassociated power-steering system to drop the steering force afterdetermining that a collision with an object 108 is imminent(determination 114).

As the vehicle 104 continues to approach the object 108, the ESA system102 determines that the collision with the object 108 is imminent(determination 114) while in the pre-active phase 112. The determination114 may be based on a distance to the object 108 and a steering angle ofthe vehicle (e.g., angle of the front wheels relative to the vehicle104). For example, it may be determined that the vehicle 104 is turning,or has turned, the steering wheel an insufficient amount to avoid theobject 108. In other words, the turning is not sufficient to avoid theobject 108. As mentioned above, the determination 114 is whenconventional ESA systems would activate, thus, causing the drop insteering force to occur after the determination 114.

Based on the determination 114, the ESA system 102 enters an activephase 116. The active phase 116 causes the power-steering system toapply a steering force effective to steer the vehicle 104 around theobject 108. However, because the power-steering system of the vehicle iscaused to drop the steering force prior to the active phase 116, e.g.,during the pre-phase 112, the drop may not be felt by the driver.Furthermore, the additional steering forces needed to avoid the object108 may be applied immediately after the determination 114.

Example Trajectory and Steering Forces

FIG. 2 is an example illustration 200 of a trajectory and steeringforces of a vehicle using ESA with the pre-active phase 112. The exampleillustration 200 follows the example process flow 100 and comprises twoparts: a trajectory portion 202 and a steering force portion 204. Thetrajectory portion 202 shows a trajectory 206 of the vehicle 104 inavoiding the object 108. The steering force portion 204 shows steeringforces that affect the trajectory 206. The trajectory portion 202 andthe steering force portion 204 share a time axis (e.g., time 208) inorder to show a correlation between the steering forces the trajectory206. The trajectory portion 202 has a coordinate system of up the pageas the vehicle 104 steering left and down the page as the vehicle 104steering right. Similarly, the steering force portion 204 has acoordinate system of up the page or positive as being a steering forceto steer the vehicle 104 left and down the page or negative as being asteering force to steer the vehicle 104 to the right.

The inactive phase 106, the pre-active phase 112, and the active phase116 are indicated in relation to the time 208. In between the phases aretimes corresponding to the prediction 110 and the determination 114. Aninflection point 210 where the ESA system 102 (not shown) will reverse asteering force to steer the vehicle 104 back to an original direction(e.g., a swerve) is also indicated with its corresponding time. A finalpoint 212, where the vehicle 104 is generally traveling in the samedirection as when it started the process, albeit offset from the object108, is also indicated with its corresponding time. The shape of thetrajectory 206 may vary depending on implementation and circumstances.For example, the ESA system 102 may be configured to turn but not swerve(e.g., the trajectory 206 would be a straight-line tangent at theinflection point 210).

The steering force portion 204 shows an ESA steering force 214, a driversteering force 216, and a total steering force 218. The ESA steeringforce 214 is the difference between the total steering force 218 and thedriver steering force 216. It should be noted that the driver steeringforce 216 may be zero for any portion or all of the time frame of theprocess without departing from the scope of this disclosure.

A portion of the steering force portion 204 is enlarged at 220. Asshown, the driver steering force 216 is initiated at initial point 222.For example, the driver may see the object 108 and begin to turn thesteering wheel, thus providing the driver steering force 216. The ESAsteering force 214 in the inactive phase 106 corresponds to a standardpower-steering force. Although the ESA steering force 214 is shown as aflat line entering the prediction 110, the ESA steering force 214 couldbe any shape in the inactive phase 106 without departing from the scopeof the disclosure.

The prediction 110 is determined, and the ESA system 102 enters thepre-active phase 112. A first pre-active sub-phase 224 causes the ESAsteering force 214 to be set to a low value at drop 226. The drop 226may correspond to an ESA steering force of zero. Because there is adriver steering force 216 at a time corresponding to the drop 226, thetotal steering force 218 becomes the driver steering force 216 at thedrop 226.

The driver steering force 216 is shown as non-zero at the time of theprediction 110 in order to show the drop 226 in the ESA steering force214. If no driver steering force 216 is present at the time of theprediction 110, then the ESA steering force 214 would be zero at thetime of the prediction (based on the standard power steering force ofthe inactive mode 106), and, thus, the total steering force 218 would bezero when the prediction 110 occurs. In this scenario, the drop 226would disappear as the ESA system 102 would set the ESA steering force214 to the low value of the drop 226, thereby taking the ESA steeringforce 214 from zero to zero.

After the drop 226, a second pre-active sub-phase 228 causes the ESAsteering force 214 to rise to a pre-active steering force 230. Thepre-active steering force 230 corresponds to a steering force at orslightly above the ESA steering force 214 provided during the inactivephase 106. If the pre-active steering force 230 is elevated relative tothe inactive phase 106, the additional ESA steering force 214 maycorrespond to 1-2 Nm at a steering wheel of the vehicle. The torqueapplied by the ESA system 102 at the steering wheel is unlikely to benoticed by a driver. In some implementations, the second pre-activesub-phase 228 may not occur due to the determination 114 being madeduring the first pre-active sub-phase. In this case, the ESA system 102would simply transition to the active phase 116 during the firstpre-active sub-phase 224.

When the determination 114 is made, the ESA system 102 enters the activephase 116. The active phase 116 causes the ESA steering force 214 toclimb to an active steering force 232 that will cause the vehicle toavoid the object 108. Once the object 108 has been avoided, the ESAsystem 102 may return to the inactive phase 106 (e.g., be deactivateduntil another prediction 110 is made).

By enabling the pre-active phase 112, the ESA system 102 is able toimmediately begin climbing to the active steering force 232 when thedetermination 114 is made. It should be noted that the shapes of thetrajectory 206 and the steering forces (214, 216, and 218) are shown forexample only. The shapes, magnitudes, and time frames may vary widelybased on situation and implementation without departing from the scopeof this disclosure. Regardless of the shapes, the three phases and theirtransitions still occur.

Example Data Flows

FIG. 3 is an example illustration 300 of example data flows and actionsduring the inactive phase 106, the pre-active phase 112, and thetransition therebetween. The example illustration 300 starts with theESA system 102 in the inactive phase 106. While in the inactive phase106, sensor data 302 is received by an ESA module 304. The sensor data302 may comprise data from local sensors that indicate a state of thevehicle 104 or an environment around the vehicle 104. The sensor data302 may be received by a prediction module 306 that monitors the sensordata 302 to determine if the prediction 110 should be made.

In the inactive phase 106, the ESA module 304 may not provide any inputsto a power-steering system 308 of the vehicle 104. That is, while theESA system 102 is in the inactive phase 106, the power-steering system308 operates as it normally would, for example, by providing a standardsteering force 310.

The prediction module 306 makes the prediction 110 that the collisionwith the object 108 is imminent. Based on making the prediction 110, theESA system 102 transitions to the pre-active phase 112.

While in the pre-active phase 112, the ESA module 304 communicates withthe power-steering system 308. The communication causes thepower-steering system 308 to provide the drop 226 in the ESA steeringforce 214 and the pre-active steering force 230.

FIG. 4 is an example illustration 400 of example data flows and actionsduring the pre-active phase 112, the active phase 116, and thetransition therebetween. The illustration 400 starts with the ESA system102 in the pre-active phase 112. While in the pre-active phase 112, thesensor data 302 is received by the ESA module 304. The sensor data 302may be received by a determination module 402 that monitors the sensordata 302 to determine if the determination 114 should be made.

Based on the sensor data 302, the determination module 402 makes thedetermination 114 that the collision with the object 108 is imminent.Although shown as outputting the pre-active steering force 230, asdiscussed above, the determination may be made prior to getting to thepre-active steering force, for example, during the first pre-activesub-phase 224. Based on making the determination 114, the ESA system 102transitions to the active phase 116.

In some scenarios, the determination 114 may not be made. For example,while in the pre-active phase 112, the driver may steer enough to avoidthe object 108, and thus, never trigger the determination. In this case,the ESA system 102 may return to the inactive phase 106. Because thepre-active phase 112 is barely noticeable by the driver, entering andexiting the pre-active phase 112 without transitioning to the activephase 116 is minorly disrupting to a driver, if at all.

While in the active phase 116, the ESA module 304 communicates with thepower-steering system 308. The communication causes the power-steeringsystem 308 to provide the active steering force 232, which is effectiveto avoid the collision with the object 108.

Example Device

FIG. 5 illustrates, at 500, an example of the ESA system 102 in whichESA with the pre-active phase 112 can be implemented. Although thevehicle 104 is illustrated as a car, the vehicle 104 may comprise anyvehicle (e.g., a truck, a bus, a boat, a plane, etc.) without departingfrom the scope of this disclosure. As shown underneath, the ESA system102 of the vehicle 104 includes at least one processor 502, at least onecomputer-readable storage medium 504, one or more sensors 506, thepower-steering system 308, the ESA module 304, and optionally athird-party ESA component 508.

The processor 502 (e.g., an application processor, microprocessor,digital-signal processor (DSP), or controller) executes instructions 510(e.g., code) stored within the computer-readable storage medium 504(e.g., a non-transitory storage devices such as a hard drive, SSD, flashmemory, read-only memory (ROM), EPROM, or EEPROM) to cause the ESAsystem 102 to perform the techniques described herein. The instructions510 may be part of an operating system and/or one or more applicationsof the ESA system 102.

The instructions 510 cause the ESA system 102 to act upon (e.g., create,receive, modify, delete, transmit, or display) data 512 (e.g.,application data, module data; sensor data, or I/O data). Although shownas being within the computer-readable storage medium 504, portions ofthe data 512 may be within a random-access memory (RAM) or a cache ofthe ESA system 102 (not shown). Furthermore, the instructions 510 and/orthe data 512 may be remote to the ESA system 102.

The ESA module 304 (or portions thereof) may be comprised by thecomputer-readable storage medium 504 or be a stand-alone component(e.g., executed in dedicated hardware in communication with theprocessor 502 and computer-readable storage medium 504). For example,the instructions 510 may cause the processor 502 to implement orotherwise cause the ESA module 304 to receive the sensor data 302 andtransition between the phases, as described in regard to FIGS. 1-4.

The sensors 506, which provide the sensor data 302, may be any type ofsensors, detectors, or code. For example, the sensors 506 may comprise aranging sensor to detect a range and/or location of the object 108. Thesensors 506 may also comprise a potentiometer on a steering column ofthe vehicle to determine a steering input or rapid input by the driver.Furthermore, the sensors 506 may comprise code that determines iffunctions or components of the vehicle are active, e.g., the FCW beingactivated or not.

The power-steering system 308 may be any type of system known by thoseof ordinary skill in the art. For example, the power-steering system maybe hydraulic or electric, with column, rack, or steering-box-mountedactuators. Regardless of implementation, the power-steering system 308provides steering forces to the vehicle, which may be driver-initiatedor initiated by the ESA module 304.

The optional third-party ESA component 508 is representative of anoriginal equipment manufacturer (OEM) or third-party ESA component(e.g., hardware, software, system, or function). For example, the ESAmodule 304 may interface with the third-party ESA component 508 to causethe power-steering system 308 to apply the ESA steering force 214. Forexample, the ESA module 304 may make the prediction 110 and cause thethird-party ESA component 508 to activate. By doing so, the ESA module304 may cause the third-party ESA component 508 to initiate the drop 226and the pre-active steering force 230. Similarly, the third-party ESAcomponent 508 may make the determination and initiate the activesteering force 232. Without the ESA module 304 communicating with thethird-party ESA component 508, the third-party ESA component 508 wouldwait until the determination 114 to activate, thus causing the drop 226to occur after the determination 114, which, as discussed above, is notoptimal.

Example Method

FIG. 6 illustrates an example method 600 for ESA with the pre-activephase 112. Method 600 may be implemented utilizing the previouslydescribed examples, such as the process flow 100, the illustrations 200,300, and 400, and the ESA system 102. Operations 602 through 612 may beperformed by one or more entities (e.g., the ESA system 102, the ESAmodule 304, or the third-party ESA component 508). The order in whichthe operations are shown and/or described is not intended to beconstrued as a limitation, and any number or combination of theoperations can be combined in any order to implement the method 600 oran alternate method.

The method 600 generally starts in an inactive state (e.g., the inactivestate 106). At 602, a state or an environment of a vehicle at a firsttime is determined, and a prediction is made that a collision with anobject is imminent. For example, the ESA module 304 may receive thesensor data 302 and make the prediction 110.

At 604, a pre-active phase is entered based on the prediction that thecollision with the object is imminent. For example, the ESA module 304may cause the ESA system 102 to enter the pre-active phase 112. In someimplementations, the third-party ESA component 508 may be activated (butnot tasked to provide evasive steering).

At 606, a steering force provided by a power-steering system isadjusted. For example, the ESA module 304 may cause the power-steeringsystem 308 to output the drop 226 in the ESA steering force 214 and thepre-active steering force 230. In some implementations, the drop 226 andthe pre-active steering force 130 are implemented via the third-partyESA component 508.

At 608, the state or the environment of the vehicle at a second time isdetermined, and a determination is made that the collision with theobject is imminent. For example, the ESA module 304 or the third-partyESA component 508 may receive the sensor data 302 and make thedetermination 114.

At 610, an active phase is entered based on the determination that thecollision with the object is imminent. For example, the ESA module 304may cause the ESA system 102 to enter the active phase 116. In someimplementations, the active phase 116 enables the third-party ESAcomponent 508 to provide evasive steering.

At 612, the steering force provided by the power-steering system isadjusted effective to steer the vehicle to avoid the collision with theobject. For example, the ESA module 304 may cause the power-steeringsystem 308 to output the active steering force 232. Alternatively, thethird-party ESA component 508 may cause the power-steering system 308 tooutput the active steering force 232.

Although implementations of ESA with a pre-active phase have beendescribed in language specific to certain features and/or methods, thesubject of the appended claims is not necessarily limited to thespecific features or methods described. Rather, the specific featuresand methods are disclosed as example implementations for ESA with apre-active phase. Further, although various examples have been describedabove, with each example having certain features, it should beunderstood that it is not necessary for a particular feature of oneexample to be used exclusively with that example. Instead, any of thefeatures described above and/or depicted in the drawings can be combinedwith any of the examples, in addition to or in substitution for any ofthe other features of those examples.

What is claimed is:
 1. A method of evasive steering assist (ESA)performed by a vehicle, the method comprising: determining, based onsensor data received from one or more sensors that are local to thevehicle, at least one of a state or an environment of the vehicle overtime; predicting, based on the state or the environment of the vehicleat a first time, that a collision with an object is imminent; entering,based on the prediction that the collision with the object is imminent,a pre-active phase; causing, during the pre-active phase, apower-steering system to adjust a steering force provided by thepower-steering system; determining, based on the state or theenvironment of the vehicle at a second time, that the collision with theobject is imminent; entering, based on the determination that thecollision with the object is imminent, an active phase; and causing,during the active phase, the power-steering system to adjust thesteering force effective to steer the vehicle to avoid the collisionwith the object.
 2. The method of claim 1, wherein the causing thepower-steering system to adjust the steering force during the pre-activephase comprises causing, during a first pre-active sub-phase of thepre-active phase, the steering force to be zero.
 3. The method of claim2, wherein the causing the power-steering system to adjust the steeringforce during the pre-active phase further comprises causing, during asecond pre-active sub-phase of the pre-active phase, the steering forceto be similar to that of an inactive phase.
 4. The method of claim 2,wherein the causing the power-steering system to adjust the steeringforce during the pre-active phase further comprises causing, during asecond pre-active sub-phase of the pre-active phase, the steering forceto be higher than that of an inactive phase.
 5. The method of claim 4,wherein a difference between the steering force caused by the secondpre-active sub-phase and that of the inactive phase corresponds to lessthan five Newton-meters (Nm) at a steering wheel of the vehicle.
 6. Themethod of claim 1, wherein: the entering the pre-active phase comprisesactivating a third-party ESA component of the vehicle; and the causingthe power-steering system to adjust the steering force during thepre-active phase is performed via the third-party ESA component.
 7. Themethod of claim 6, wherein the determination that the collision with theobject is imminent and the causing the power-steering system to adjustthe steering force during the active phase are performed via thethird-party ESA component.
 8. The method of claim 1, wherein the stateor the environment of the vehicle at the first time indicates a forwardcollision warning (FCW).
 9. The method of claim 8, wherein the state orthe environment of the vehicle at the first time further indicates arapid steering action performed by a driver of the vehicle.
 10. Themethod of claim 1, wherein the state or the environment of the vehicleat the second time indicates that a steering angle of the vehicle at thesecond time is insufficient to avoid the collision.
 11. A system forevasive steering assist (ESA) of a vehicle, the system comprising: oneor more sensors configured to produce sensor data indicating at leastone of a state of the vehicle over time or an environment of the vehicleover time; a power-steering system configured to provide a steeringforce to the vehicle; at least one processor; and at least onecomputer-readable storage medium comprising instructions that, whenexecuted by the processor, cause the system to: predict, based on thestate or the environment of the vehicle at a first time, that acollision with an object is imminent; enter, based on the predictionthat the collision with the object is imminent, a pre-active phase;cause, during the pre-active phase, the power-steering system to adjustthe steering force; determine, based on the state or the environment ofthe vehicle at a second time, that the collision with the object isimminent; enter, based on the determination that the collision with theobject is imminent, an active phase; and cause, during the active phase,the power-steering system to adjust the steering force effective tosteer the vehicle to avoid the collision with the object.
 12. The systemof claim 11, wherein the causing the power-steering system to adjust thesteering force during the pre-active phase comprises causing, during afirst pre-active sub-phase of the pre-active phase, the steering forceto be zero.
 13. The system of claim 12, wherein the causing thepower-steering system to adjust the steering force during the pre-activephase further comprises causing, during a second pre-active sub-phase ofthe pre-active phase, the steering force to be similar to that of aninactive phase.
 14. The system of claim 12, wherein the causing thepower-steering system to adjust the steering force during the pre-activephase further comprises causing, during a second pre-active sub-phase ofthe pre-active phase, the steering force to be higher than that of aninactive phase.
 15. The system of claim 14, wherein a difference betweenthe steering force caused by the second pre-active sub-phase and that ofthe inactive phase corresponds to less than five Newton-meters (Nm) at asteering wheel of the vehicle.
 16. The system of claim 11, furthercomprising a third-party ESA component configured to: activateresponsive to entering the pre-active phase; and cause thepower-steering system to adjust the steering force during the pre-activephase.
 17. The system of claim 16, wherein the third-party ESA componentis further configured to: determine that the collision with the objectis imminent; and cause the power-steering system to adjust the steeringforce during the active phase.
 18. The system of claim 11, wherein thestate or the environment of the vehicle at the first time indicates aforward collision warning (FCW).
 19. The system of claim 18, wherein thestate or the environment of the vehicle at the first time furtherindicates a rapid steering action performed by a driver of the vehicle.20. The system of claim 11, wherein the state or the environment of thevehicle at the second time indicates that a steering angle of thevehicle at the second time is insufficient to avoid the collision.